Air, steam, and signal coupling.



E. B. WITTE. AIR, STEAM, AND SIGNALV OUPLING. APPLIUATION FILED JULY 10, 1907. RENBWED NOV. 11, 1908.

Patented De. 15, 1908 2 SHEETS-SHEET 1,

"gy r@ ATTORNEYS.

W/ TNESSES E. B. WITTE. AIR, STEAM, AND SIGNAL OUPLING. APPLIGATION FILED JULY 1o, 1907. RBHEWBD Nov. 11, 1908.

.Patentaol Dec. 15, i908.

2 SHEETS-MWET 2.

/NVENTOH fgen @3. W Z216 W/TNESSES tmi'iEn srn'rEs PATENT oEEioE.

EUGENE B. WITTE, OF TRENTON, NEW JERSEY.

Ain, STEAM, am) srGNAL coUPLING.

'Nog 906,981'.

Application led July 10, 1907, Serial No. 383,126.

i Specification of Letters Patent.

To all whom'z't may concern:

Be it known that I, EUGENE B. WITTE, a citizen of the United States, and a resident of Trenton, in the county of Mercer and State of New Jersey, have invented a new and Improved Air, Steam, and Signal Coupler, of which the following is a full, clear, and

exact description.'

This invention relates to certain improven ients in couplers for use in connection with air brake systems, train signals and steam heating systems, and involves means whereby whena car is detached from the train, the valves of the car will close to retain suflicient air in the cylinder ,and pipe line of the car to hold the brakes in release position and permit the car to move by its own momentum to the desired point. vMechanism is provided ,wherebyv all excess of air over that'positively required to hold the brakes is ermitted to escape, and mechanism' isv a o provided lwhereby the remainder of the air may be perthe va ve o f the train line when the cars areV uncoupled.

The invention consists in certain features of construction and combinations of parts, all of which will be fully set forth hereinafter and particularly pointed ,out in thel claims.

Reference is to be had to the accompanying drawings, formin a .part of this specification, in which simi ar characters of reference indicat-e corresponding parts in all thev igures, and in whic Figure 1 is a longitudinal section through a coupler constructed in accordance with my invention; Fig. 2 is a transverse section in a plane indicated by the line 2 of Fig. 1; Fig. 3 1s a perspective view of a car showing means -for operating the air escape valve from the roof of the car; Fig. 4 is a longitudinal section showing means for bringing the couplers of.

adjacent cars into alinement and holding them there; and Fig. 5 is a top plan view of the parts shown in Fig. 4.

My improved coupler involves certain improvements over that disclosed and claimed in Patent No. 824,034, granted to myself and 0. E. Leib on June 19, 1906, .and may be used in connection with steain'-and air signal systems referred to in said patent.

In the present construction I em )loy a main yoke 10 carried by the car adjacent each end thereof and having a cylinder 11 connected thereto by a universal joint. The cylinder is provided with a tube 12 telescoping therewith, and the two tubes of adjacent cars are adapted to be rigidly connected together and held in alinement, the universal ]oints of the two-cylinders permitting of a free movement. rl`he universal joint illustrated involves a collar 13 pivotally mounted between the o posite arms of the yoke and surrounding t e cylinder' 11, said cylinder being pivotally' connected vto the collar.- All of the pivots hein the same plane, but two of them extend in a direction at right angles to the other two. The train line of the pipe is connected to the yoke -10 intermediate the yoke arms, and from the point of att-achnient to the rear end ofthe cylinder there is provided a flexible conduit 14 for delivering the air from the train line tothe cylinder 11. The ilexibility of the pipe permits of a free movement of the cylinder 11, although means are provided for normally holding the cylinder in alinement with the conduit. The rear end of the cylinder is provided with a collar 15 spaced therefrom by arms 16, and intermediate the collar and the rear of the yoke, I provide a strong coil spring 17. This spring tends to force the'cylinder toward the ends of the yoke arms, and tends to resist the turning of the c linder in either a vertical or a horizontal direction. The flexible conduit 1 4 is connected to the rear of the cylinder by a suitable cou ling 18, which couplino` is" preferably dispose( between the collar an the end of the cylinder, whereby access may .be readily had between the arms 16. It is evident that other means may be em loyed for holding the cylinder in its desire position, as, for instance,- a plurality of springs Y mal be used engaging with the end of the cylinder from different sides, whereby the cylinder is resiliently held in its central positlon. Through the opposite or outer end of the cylinder extends the tube 12, as in the construction illustrated in the patent above referred to, and a suitable acking ring 19 serves to form a tight joint etween the end of the cylinder and the 'said tube. Adjacent the inner end of the tube, there is provided a inner end interior of the tube to the cylinder, and the inner end of the tube is provided with a valve .plate 21 seating upon the inner end of the cylinder.

The outer end of the tube isprovided with a disk 22 having a facing 234 of soft rubber or the like,- and the parts are so proportioned that the facing 23 on` the tubel of one car engages with the corresponding facingl on the tube of the adjacentcar, to form a tightseal' and to force the valve plates 21 away from .their seats and uncover the orts 20. For normally holding the facings mly1 together and for automatically closing the valve when the cars are uncoupled, I pro-' yide a coil spring'24 within the cylinder and 1n 'engagement with the valve plate 21. In the construction previously employed, the spring for 'accomplishing this purpose was mounted upon the outer surface of. the tube,

but by plac'` it upon the inside of the. c linder the deiingce is rendered far more compact, and the springis protected and prevented frominjury and concealed from view..

In breakinfy up1 and reforming trains, it is often desirab e t atthe brakes of each individual car be prevented from being applied as the cars are uncoupled from the remainder of thetrain, and as the car movesby its own momentum ontothe desired switch, it is desired that means be provided for quickly applying For accomthis urpose, provide the casing 25 avmg a con independent valves. Onel of these valves, 27, 1s mounted on the inner end of the conduit and serves to positively prevent the escape 'of any air from'the cylinder. while the carsare coupled together. The valve at its I is pivotaclly-connected to a lever 28, which lever is fulcrumed to a suitable lug 29 on the inner end of the casing 25. The opposite end of thelever is pivot-ally cone nected to a plu ver 3() fitting within a recess in said casing an normally forced downward by a suitable spring 31. The lever 2S is of such a form and is so disposed that the portion thereof intermediate the fulcrum and the pivotal connection to the valve 27 lies substantially in alinement with the wall ofv the cylinder and out of engagement with the valve plate 21, butthe remainder of the lever, n amely, the portien intermediate the fulcrum and the pivotal connection to the plun'- ger 30-extends into the cylinder and is a apted to be operated by the engagement of the .valve plate 21 therewith.

Adjacentthe outer end of the conduit 26.

there is mounted a second valve 32 'which opens outwardly and 1s normally held 1n its i seat by a coils ring The spring engages at its outer en with a cap 3l screw-threaded to the casing, whereby the tension of the spring may be varied, and having passages uit 26 therethrough, said con duit ybeing controlled by Vtwo vseparate and\ .1 through itat the outer end. whereby the air passing the valve may readily escape. Rigid 1 with the valve 32 is a suitable valve stem 35 l extending out through the cap 3, and means are connected to this valverstem, whereby a brakeman uponthe roof ofthe car may open the valve 32 atany time desired. Any suitable mechanism may be providedfol accomplishing this result, but, as illustrated. l have provided a rod 36 having flexible connection l37 to the valve stem and having an operating handle 3S at its upper end ant adjacent the roof of the car. The tension of the spring 233 is such that the valve-.32 is positively held {llosed to retain sucient air 1n the cylinder and pipe line to' revent thebrakes from automatically app ying, but any excess of air over this minimum amount is'permitted to escape by the automatic opening ofthe valve againstthe pressure of said spring In the operation of this feature of my iniproved device, the part-s normally remain in the position indicated in l:` ig. 1 while the cars are coupled together, but as soon as the car carrying the ldevice illustrated is' unw1t-hin thecvlindertobe communicated to the under side of the valve 32. Any excess `of air within the system over that required for hold' 0" thefbrakes out of engagement vwith theixiheels isl permitted to escape past the valve, but the valve insures the retention of'sufiicient air to prevent the brakes from setting. The caris then moved either by its -own momentum, or by any other suitable force, until it reaches the desired position. and then the brakeman riding on the car operates the lhandle 3S to )ull out the valve stem 35 and open the vzllve 32. rl`his permits the air pressure within the cylinder' l1 and train pipe to decrease to a s ient e3;- tent to alloys the brakes to set and stop the car. n

To insure the bringing of the couplers into perfect alinement irrespective 'of slight variations in the height of the cars. lgpreferahly provide the means illustrated in rigs. l and 5. On each of the terminal plates 22. at one edge thereof and extending outwardly at substantially right angles therefrom. l provide a plate 39 having substantially J-shaped recess, whereby two separate prongs are formed and the plate converted -lnto a fork. 5 The plate is preferably curved outwardly as illustrated. wherebv as the buffers 23 of the two adjacent couplers are brought together, the plates or .forks will guide the tubes l2 :into perfect ahnement. Directly opposite to i each of the plates. I preferably rovide a pin 140 having a roller. 41 rotata ly mounted coupled roni the traiinthe spring 2.1. forces open the valve 27 and permit the pressure.

l system and the steam heating system ma 30 leased- 35 and retain. air within the train p1 e of the car 10 the.` rongs of the plate on .the opposite coup er. n

The mechanism described is adaptable for use upon either freight cars or passenger cars, but when used upon the latter, the an' signlal e employed in connection therewith, as ustrated in the patent above referred to.-

Having thus described my invention, I

claim as new and desire to secure by Letters Patent:

1. An air brake coupler, including a cylinder, a valve .in connection therewith for controlling the flow' of air vto and from the cylinder and adapted to be closed by the de-n. taching-.of the car carrying escape ofthe excess of air over and abovethat required to maintain the brakes in reosition, Vand manuallycontrolled means or opening said valves to set the brakes. v

2. In an' air brake system, a coupler, a valve mounted therein and adapted to close [carrying said coupler upon the etaching of the car from the train, a second valve adapted '-.to open automatically and permit the esca e of t e excess of air in the train pipe of said .I togfcar over and above that required to maintain the brakes in released position, and manuallycontrolled means for openingsaid valves to set the brakes. v

3. In anar brake system, a coupler hava valve for controlling the flow of air through said cou ler, means for clos" said valve upon the etaching of the cou er, a conduit carried by said coupler, a va ve for controlling the How of air through said conduit, and means for positively opening and closing said valve by the closing and opening of the first mentioned valve.

4. In an air. brake system, acoupler-having a valve for controlling the flow of air A through said cou ler, means for closing said etaching of the coupler, a-

valve uponthe conduit in communication with said cou ler, an inwardly-opening valve for contro ing the escape of air through said conduit, and

'60 means for positively opening said valve by the detaching of the coupler.

5; In an air brake system, a coupler having a valve for controlling the low of air through said cou ler, means for closing said controlling the escape of air through saidv conduit, and a lever arm operative connected to said valve and having a portion thereof lying in the path of movement of the first mentioned valve, whereby the closing of said' irst mentioned valve opens the other ,valve 6; In an air brake system, a coupler havinga valve for controlling the iiow of air through lsaid cou ler, means for closin said valve upon the etaching of the coup er, a conduit carried by said coupler, an inwardlyopening valve for normally preventing the escape of air through said conduit, and a lever arm operatively connected thereto and having'a portion thereof lying in the path of movement of the rst mentioned valve, whereby the valve is positively opened by the closing of said first mentioned valve.

7. In an air brake system, a coupler having a -valve for controlling the flow of air through said coupler, means for closing said vvalve upon the detaching of the couper, a'

conduit carried by said coupler, and an outwardly-opening springressed valve for permitting the escape of t ie excess of air over and above that -required for maintaining the brakes in released posit-ion.

8. In an air brake system, a coupler having a valve for controlling the flow of air through said cou ler, means for closing said valve upon the etaching ot the coupler, a

conduit in communication with said coupler, an outwardly-opening s )ring-pressed valve,l

and manually-controlle means for opening said valve to set the brakes.

9. vIn an air brake system, a coupler having a valve for controlling the {iow of air through said cou ler, means for closinF said valve upon the etaching of the couper, a conduit carried by said coupler, an inwardlyopening valve in said conduit, meansfor opening said valve upon the closing of the hist-mentioned valve, and a second valve in said conduit beyond the first a mentioned valve and adapted to be manually opened to set thebrakes.

10. In an air brake system, a coupler having a valve for controlling the ow of air through said cou ler, means for closinv said valve upon the etaching of the coupzler, a conduit carried by said coupler, two valves in said conduit, means for opening one of said valves to permit the air to ass tothe second valve upon the closing'of t e first mentioned valve, and means for manually 'opening said second valve of the conduit to permit te escape of air to set the brakes.

11. An' air brake coupler, comprising a tively opened by the closing of said rst 65 valve upon the etaching of the coupler, a l mentioned valve'for permitting the escape of 130 air from the cylinder over and above that required to maintain the brakes in released position.

12. In an air brake system7 a cylinder7 a movable valve. therein, a casing connected to said cylinder, a valve in the casing Jfor allowing the escape of air from the cylinder. and a spring for forcing said valve to its seat, said spring being of such strength as to prevent the escape of air to a pressure below that required to maintain the brakes in released position.

13. In an air brake coupler, a yoke, a. collar pivotally Y mounted therein. a cylinder -extending through said collar and pivot ally supported therein, whereby a universal joint isl ornied between said yoke and said cylinder, and a flexible tube connected to the end of said cylinder for-establishing communication between the cylinder and the train pipe.

14. Ina train pipe coupler7 a cylinder.` a

ent of the coupling and encircling the tube but out of engagement therewith for protecting the tube and maintaining the cylinder in the normal position.

l5. In an air brake coupler. a suitable support, a cyhnder pivotally mounted therein, a i collar carried by said cylinder. andspaced L Eplort, a universal .joint connecting said der and support, a flexible-tube, va coupling connecting the tube to the end ofthe cylinder, and a" coil s ring in engagement with tliesuppoitl andtvitl said cyiinder'independfrom the end thereof. a flexible tube extending' through said collar and a couplingr for connecting said tube to said cylinder and located intermediate the end of the cylinder and the colla-r.

-t 16.l In combination, a coupler including a. longitudinalily-movable tube. aplate at one `end thereof, a butler upon the face of said plate. an ot'xtWardly-curved forked plate carried by said first mentioned plate and extending atv substantially rleht angles to the plane f the buffer. and a roller oppositely disposed to said forked plate and adapted to enter lietween the forks ofthe coupler on an adjacentcar.

1T. In an air brake coupler, a suitable support, a cylinder pivotally mount edV therein. a collar carried by said cylinder and spaced from the end thereof, a lexible tube extending through said collar, a coupling for connecting said tube to said cylinder and located intermediatethe-endof the cylinder-andthe collar, and a coil spring in engagement with 

